DE4192105C1 - Ignition timing control device for spark ignition type IC engine - Google Patents

Abstract

The ignition timing control device has a throttle opening variation value (delta theta) calculated on the basis of a value (theta) obtained by sampling a throttle opening degree of the engine by a throttle opening variation value sampling device (84). A real volume efficiency (Evr) is calculated on the basis of a real intake air value (A) and a real engine speed (Ne) by a real volume efficiency calculator (81). The real volume efficiency (Evr) is corrected on the basis of information relative to the throttle opening variation value (delta theta) by a volume efficiency corrector (83). An effective volume efficiency (Evm) is calculated. An ignition timing is set (58) in accordance with the effective volume efficiency (Evm) and the engine speed (Ne). An ignition timing control signal is outputted (68) on the basis of an ignition timing set (58) and an igniter (18) is activated in response to this ignition timing control signal. When the real volume efficiency (Evr) exceeds a predetermined threshold value corresp. to the vicinity of the full opening value of the throttle during acceleration, sampling operation of the throttle opening variation value sampling device (84) is prohibited (85).

Description

The control of the ignition timing in an internal combustion engine is conventionally performed for example in the following manner.

In particular, the operating conditions of an internal combustion engine a flow rate sensor for detecting the amount of intake air the internal combustion engine and an engine speed sensor for detecting the Engine speed determined. Because of the results of such Acquisition by the sensors becomes basic information for Ignition advance determined, and that from a two-dimensional Characteristic curve (ignition timing characteristic) with lead angle values (Ignition advance information) which is based on the engine speed Ne and from a delivery level Ev (actual delivery level Evr) hang, which is obtained as a value A / N by an intake air quantity A is divided by the engine speed Ne. Subsequently is a suitable correction for such basic ignition  position information carried out. After that, Zündeinrich (spark plugs, an ignition coil, etc.) according to the actuated information for ignition timing obtained in this way, to control the ignition timing of the internal combustion engine.

Since the detection of the intake air amount A of an internal combustion engine in generally retarded when the engine accelerates when the Ignition advance from the ignition advance characteristic according to actual delivery rate Ev (sometimes referred to below as Evr called) is determined on the intake thus detected air gap A based, an ignition timing on the partia len side (the side with the lower intake air quantity) regarding one based on an actual amount of intake air Ignition timing determines what causes them to determine The ignition timing leads to a slight advance, which Transition knock caused.

A possible solution to prevent such a transition knocking, as occurs in the state of the art described above, is to determine the delivery rate (delivery rate to the determ from the ignition timing characteristic) Ev (hereinafter sometimes called Evm) to determine an ignition timing to correct an ignition timing curve so that it thereby a delay-free value for indirect delays ignition adjustment.

Taking into account, for example, a change (deviation) Δθ the throttle opening as an index for the acceleration state, so the delivery rate Evm can be determined from the ignition timing characteristic curve corresponding to such throttle opening tion (throttle opening deviation) Δθ can be corrected.

The curves (a) to (c) in FIG. 7 illustrate the correction of such a degree of delivery Evm for determination from the ignition timing characteristic. Curve (a) shows the throttle opening change Δθ when the engine is accelerating; curve (b) shows a degree of delivery Evm to be determined from the ignition timing characteristic curve in accordance with such a throttle opening change Δθ; and curve (c) shows a control state of the ignition timing according to such a degree of delivery Evm for determination from the ignition timing characteristic.

The following description is based on a four-cylinder engine.

If the throttle opening change Δθ becomes larger after a time at which the acceleration is visually judged as shown in curve (a) in FIG. 7, the delivery degree Evr is corrected in response to a magnitude of the throttle opening change Δθ so that it increases by so much, as shown by the hatched part of curve (b) in FIG. 7.

Such correction is made according to the following Equation (1) performed:

Evm = Evr + (Δθ × G _TH / 4) × K _EVNE (1)

where G _{TH is} a gain _{factor of} the acceleration _{correction of} the ignition advance and K _{EVNE is} a speed _coefficient for the acceleration _{correction of} the ignition _advance acceleration.

The speed _coefficient K _EVNE for acceleration _{correction of} the ignition timing changes in response to the engine speed Ne of the type shown in FIG. 9.

However, when the throttle opening change Δθ peaks reached, this is then the recorded throttle opening value change Δθ only four work cycles (for a duration of four Ignition adjustments). Accordingly, a kor rigorous delivery level Evm for such a duration on one of these  Peak value held corresponding value.

Therefore, the detected value of the throttle opening change Δθ becomes held so because he has an excess of delivery Compensate indirectly after fully opening the throttle opening should sieren.

The degree of delivery Evm for determination from the ignition timing and the ignition timing at constant engine speed Ne have the relationship shown in Fig. 8. In general, the delivery rate increases when the internal combustion engine accelerates and the ignition position has a value on the deceleration side. Here, when the actual degree of delivery Evr is corrected in accordance with the throttle opening change Δθ as shown in curve (b) of FIG. 7, taking into account a delay in detection of the actual degree of delivery Evr, the corrected degree of delivery is determined for determination from the ignition timing characteristic Evm im In comparison to the degree of delivery Evm for determination from the ignition timing characteristic, for which such a correction was not carried out, increased by an amount as represented by the sections with hatched lines.

Therefore, the ignition timing has the shape shown by the broken line in curve (c) of FIG. 7 and is corrected by an amount shown by the hatched portion toward the delay side. This prevents any transition knock.

If such a correction of a delivery level to determine from the ignition timing characteristic to determine a reason ignition adjustment as described above can be done in Case of a special acceleration curve (in short, a special throttle opening course) a delay occur which causes incomplete acceleration.  

FIG. 10 shows, for example, a time diagram that shows a correction situation of a degree of delivery in the case of such a special acceleration curve. Curve (a) of Fig. 10 shows a throttle opening θ upon acceleration. Curve (b) shows a corresponding actual degree of delivery (actual Ev) Evr. Curve (c) shows a detected value of a corresponding throttle opening change Δθ; Curve (d) shows a corresponding degree of delivery Evm for determination from an ignition advance characteristic curve. Curve (e) shows a corresponding ignition advance control state (amount of the delay correction); Curve (f) shows an engine cycle.

If the throttle opening θ changes in the manner shown by curve (a) in FIG. 10, the throttle opening change Δθ has two peak values h1 and h2 with a small time difference as shown in curve (c) of FIG. 10. At this point, it is assumed that the actual delivery rate (actual Ev) Evr will be in a saturated state when the throttle opening θ takes the first peak, and therefore the value of the actual delivery rate Evr will not change even if the Throttle opening θ then changes.

The detected value of the throttle opening change Δθ is held at a time P1 at which the throttle opening 6 increases until it takes the first peak value h1 (reference is made to curve (c) in Fig. 10). Then, a correction amount value for a degree of delivery (corresponding to the hatched part of the curve (d) in Fig. 10) is held accordingly. The correction amount is then added, for example, to the actual degree of delivery Evr, so that a degree of delivery Evm is determined for determination from the ignition timing characteristic (reference is made to the hatched part of the curve (d) of FIG. 10 denoted by H1). After one of the manner of first holding a detected value of the throttle opening change Δθ, when a similar change that causes the throttle opening θ as shown by P2 to increase again occurs, the once detected value of the throttle opening change Δθ becomes zero a value of a suitable size (refer to another part h2 of curve (c) of Fig. 10). In addition, a value of the correction value of the degree of delivery is held again (reference is made to another hatched part H2 of the curve (d) of FIG. 10).

As a result, as can be seen from curve (e) of FIG. 10, the deceleration correction (see reference number R2) is unnecessarily repeated after the transition knocking during acceleration has been prevented (see further reference number R1). Accordingly, there arises a problem that the power output from the internal combustion engine is reduced by an amount corresponding to a deceleration amount, and the aimed acceleration of the engine takes place just as late.

A generic arrangement for controlling the Zündver position in an internal combustion engine is from DE 35 27 856 C2 known. With this arrangement there is a basic ignition angle based on the scanned intake air quantity and the machines speed determined by an ignition timing calculation block telt. The basic setpoint is then determined by an ignition timing Correction block corrected based on the crank angle, at which the maximum cylinder pressure occurs, so that an opti Painter ignition timing is obtained. For example be an ignition timing at which an optimal fuel consumption need is achieved. This correction makes of the fact Use that the crank angle that be the ignition timing true, regardless of the operating conditions for each engine is a specific value.

The invention was based on the object of an arrangement Provide control of the ignition timing in an engine, a high engine power with gradual acceleration enables and at the same time a transitional knock at the Acceleration prevented.

This object is achieved by an arrangement for a control of the ignition timing in an internal combustion engine ne solved with the features of claim 1. Advantageous te embodiments of the arrangement according to the invention Subject matter of claims 2 to 18.

The inventive configuration of the arrangement for control of the ignition timing is prevented at gradual acceleration at each stage of loading acceleration a deceleration correction is made. On Transition knock is caused by the delay correction in the first acceleration stage prevented. A second delay Correction is therefore not necessary. It follows that in the other acceleration levels, which are determined by the internal combustion engine output is not reduced.  

An embodiment of the invention is explained in more detail below with reference to FIGS. 1 to 6. Show it

Fig. 1 is a control block diagram of an arrangement for controlling the ignition timing of an internal combustion engine;

Fig. 2 shows the structure of an entire internal combustion engine system with the arrangement;

Fig. 3 is a control block diagram of the internal combustion engine system;

Figures 4a to 4c are flow charts showing the contents of a single control by the system.

Fig. 4d is a flowchart of a controller with a modi th adjustment control of a basic ignition timing of Fig. 4a;

., A characteristic curve for the assessment of a region for detecting inhibition of determining a delivery in the detection of the voltage change is prohibited Drosselöff Figure 5 degree range;

Fig. 6 is a timing diagram θ the throttle opening, an actual charging efficiency Evr, a throttle opening change Δθ, a volumetric efficiency Evm a delay of a spark and a working clock shows a motor according to the correction of a charging efficiency for the determination of a Zündverstellungskennlinie, the amount of correction.

FIGS. 7 to 10 show an arrangement for controlling an ignition timing of an engine, which has been considered in the development of the invention. Show it:

Fig. 7 is a timing chart showing the correction of a delivery degree Evm of the arrangement for determination from a Zündver position diagram;

Fig. 8 shows the relation between such a charging efficiency Evm for determining from a Zündverstellungsdiagramm and an ignition timing;

9 is a diagram showing the characteristic of a Drehzahlko efficient displays. For correcting the ignition timing at an acceleration, and

FIG. 10 is a timing chart showing the correction in the case of an acceleration example that may cause a problem.

The arrangement is intended for controlling an internal combustion engine system which is installed in an automobile. This internal combustion engine system attached to the car is constructed as shown in FIG. 2. As shown in Fig. 2, the internal combustion engine E (hereinafter referred to as internal combustion engine E) has a Saugka channel 2 and an outlet channel 3 , both of which are in communication with its combustion chamber. The connection state between the suction passage 2 and the combustion chamber 1 is controlled by an inlet valve 4, while the connection state between the off laßkanal 3 and the combustion chamber is ert gesteu through an exhaust valve 5. 1

Seen from the upstream side for the Saugka channel 2, an air filter 6 , a throttle valve 7 and an electromagnetic fuel injector (injector) 8 are provided in succession, which forms a first engine adjusting element, which has an influence on the operation of the internal combustion engine. Seen from the upstream side, a catalytic converter (three-way catalytic converter) 9 for cleaning an exhaust gas and a silencer (not shown) (exhaust pot) are provided for the outlet channel 3 in sequence.

At the location of an intake manifold, as many injectors 8 are provided as the internal combustion engine has cylinders, whereby a so-called multi-point injection (MPI) is formed. If the engine E is, for example, a four-cylinder in-line engine, it accordingly contains a total of four such injectors 8 .

The throttle valve 7 is connected by a wire cable to an accelerator pedal, not shown, that its opening can be changed by a corresponding amount of operation of the accelerator pedal. However, the throttle valve 7 is driven to open or close by an idle speed control motor (ISC motor) 10 so that the opening of the throttle valve 7 can be changed at idle even when the accelerator pedal is not operated.

Each cylinder further includes a spark plug 18 which is directed towards the corresponding combustion chamber 1 and serves as an ignition device (although such a spark plug 18 should actually be shown in the vicinity of the combustion chamber 1 in Fig. 2, it is on one for a more convenient representation different place shown). The spark plugs 18 are connected to a distributor 50 . The distributor 50 is connected to ignition coils 51 . When a service associated with the ignition coil 51 power transistor 52 operates in a blocking state, a high voltage is generated at the ignition coil 51 so that one of the four ver to the manifold 50-bound spark plug generates a spark (ignite). The ignition coil 51 begins to charge in an on state in response to operation of the power transistor 52 . In this way, the ignition device is formed by the spark plugs 18 , the distributor 50 , the ignition coil 51 and the power transistor 52 .

In such a structure, air brought in by the air filter 6 corresponding to an opening of the throttle valve 7 is mixed with fuel from the injector 8 in the intake manifold, so that a suitable air-fuel ratio is obtained. The air-fuel mixture is burned by ignition by a spark plug 18 at an appropriate time in a corresponding combustion chamber 1 to generate an engine torque. The mixture is then conveyed as exhaust gas into the outlet duct 3 and then cleaned by the catalytic converter 9 in order to remove the three pollutants CO, HC and No _x from the exhaust gas, whereupon it is dampened by the muffler and then conveyed into the atmospheric air. Various sensors for controlling the internal combustion engine E are also provided. First, in the suction channel 2 is an air flow sensor 11 , which serves as a volumetric flow meter for detecting an amount of intake air from information from Karman vortex streets, an intake air temperature sensor 12 for detecting an intake air temperature and a sensor 13 for atmospheric pressure for detecting the pressure of the atmospheric Air seen before. At one point of the intake line 2 , where the throttle valve 7 is provided, there is also a throttle sensor 14 with a potentiometer for detecting the opening of the throttle valve 7, an idle switch 15 for detecting the idling state and an engine position sensor 16 for detecting a position of the ISC. Motor 10 provided.

An oxygen concentration sensor (O₂ sensor) 17 for detecting the concentration of oxygen (concentration of O₂) in the exhaust gas is provided at a point of the outlet channel 3 near the combustion chamber 1 upstream of the catalyst 9 . The O₂ sensor works here on the principle of an oxygen concentration element of a solid electrolyte. Its output has the property that it suddenly changes in the vicinity of a stoichiometric mixing ratio so that its tension is lower on the lean side but higher on the rich side than the stoichiometric mixing ratio.

Additional sensors are also provided, including a water temperature sensor 19 for detecting the temperature of the engine cooling water, a crank angle sensor 21 for detecting the crank angle (since such a crank angle sensor 21 also serves as an engine speed sensor for detecting the engine speed Ne, it will hereinafter sometimes be referred to as an engine speed sensor), a TDC sensor 22 for detecting the top dead center of the first cylinder (reference cylinder) of the internal combustion engine, all of which are provided on the distributor 50 .

The detection signals of the sensors 11 to 17 , 19 , 21 and 22 are input to an electronic control unit (ECU) 23 .

A voltage signal from a battery sensor 25 for detecting the voltage of a battery 24 ( FIG. 3) and a signal from an ignition switch (key switch) 26 are also input to the ECU 23 .

The hardware structure of the ECU 23 is shown in FIG. 3. The ECU 23 includes a CPU 27 as a main component. The detection signals of the intake air temperature sensor 12 of the sensor 13 for the atmospheric pressure of the throttle sensor 14 , the O₂ sensor 17 , the water temperature sensor 19 and the battery sensor 25 are input through an input interface 28 and an analog-Digi tal converter 30 in the CPU 27 . In addition, detection signals of the idle sensor 15 and the ignition switch 26 are input to the CPU 27 through another input interface 29 . Detection signals of the air flow meter 11 , the crank angle sensor 21 and the TDC sensor 22 are directly input to respective input terminals of the CPU 27 .

The CPU 27 also transfers data from and / or to a ROM 31 , in which program data and fixed value data are stored, by a bus line, to a RAM 32 , which is updated from time to time, and to a battery-backed RAM (BURAM) 33 , which is supported by a battery 24 to maintain its stored contents while such a battery 24 is connected to it.

The data in the RAM 32 is cleared to reset the RAM 32 when the ignition switch 26 is turned off.

On the other hand, a signal for controlling the ignition timing from the CPU 27 is output by an ignition driver 53 to the power transistor 52 and transmitted through the ignition coil 51 to the distributor 50 so that, for example, the four spark plugs 18 are successively sparked.

An arrangement for such a control of the ignition timing is shown in more detail in FIG. 1. The arrangement for controlling the ignition timing has, in addition to the devices for adjusting the basic ignition timing (ignition timing adjustment devices) 58 with an ignition timing curve MP3, in which two-dimensional basic ignition timing data (advance key data θ₀), a water temperature correction device 59 with a water temperature correction curve MP5, an intake air temperature correction device 61 with an intake air temperature correction characteristic curve MP7 and an idling stabilization correction device 62 with two idling stabilization correction characteristic curves MP8. The basic ignition adjustment corresponds to an ignition setting as set out in the claims.

In the basic ignition timing setting device 58 , a basic ignition timing θ₀ is determined (determined) from characteristic values of the ignition timing characteristic curve MP3 if there is a ratio A / N (intake air quantity / engine speed) and accordingly a degree of delivery Ev and an engine speed Ne.

The value of such a delivery rate Ev is calculated by a calculation device for the delivery rate (Ev calculation device) 80 . The calculation device 80 for the delivery rate is composed of a calculation device 81 for an actual delivery rate and a correction device 83 for the delivery rate.

The actual delivery rate calculator 81 calculates an actual delivery rate Evr from an actual intake air amount A detected by the air flow sensor 11 and an actual engine speed Ne detected by the engine speed sensor 21 .

Correction device 83 for the degree of delivery carries out a correction to prevent a possible transition knock after acceleration of the internal combustion engine and thereby indirectly causes a delay correction of an ignition timing by such a correction of the degree of delivery. When it is judged by an acceleration deciding means 72 that the internal combustion engine is in an accelerating state, and detected data of a throttle opening change (increasing amount) Δθ received the internal combustion engine from the correcting means 83 for the volumetric efficiency, corrects the Korrektureinrich tung 83 for the volumetric efficiency of the Degree of delivery Ev so that it is increased accordingly the size of such a throttle opening change Δθ. On the other hand, if an acceleration state of the internal combustion engine is not judged, the above-mentioned correction is not carried out. However, the degree of delivery correction means 83 outputs an actual degree of delivery Evr, which is calculated by the actual degree of delivery calculator as the degree of delivery (effective degree of delivery) Evm for determination from the basic ignition timing characteristic, as will be described below.

The acceleration is judged by the acceleration judging means 72 so that a throttle opening θ is fetched every 10 ms (0.01 seconds), for example, and it is judged that the engine is in an acceleration state when a throttle opening change Δθ ( = θ - Mθ) is positive, which is calculated from the current opening θ and another opening Mθ of a previous cycle stored in a memory. In addition, while such a throttle opening change Δθ is stored in the memory as MΔθ, it is possible to judge an acceleration based on the stored value MΔθ.

The above-described correction of the degree of delivery takes place in the manner shown in the timing diagram of FIG. 7 described above, unless the detection of the throttle opening change MΔθ is inhibited.

A correction of the degree of delivery with respect to the actual degree of delivery Evr takes place corresponding to each detected throttle opening change Δθ only during the time in which the throttle opening change Δθ increases after the start of acceleration (only until the throttle opening change Δθ reaches its peak value). After the throttle opening change Δθ reaches its peak value, this peak value Δθ _P is maintained a pre tart certain time section length and a correction is made of the volumetric efficiency in response to the thus held peak value Δθ _P. Such stopping is only performed while ignition occurs once on each of the cylinders. In the case of a four cylinder engine, the peak value Δθ _P in play is maintained for a portion of four work cycles (four firings).

A judgment as to whether the throttle opening change Δθ its tip or not, is carried out so that for example, a difference (Δθ - MΔθ) between one against current throttle opening change Δθ and a stored Value MΔθ of such a throttle opening change is calculated. If the difference changes from a positive value to one changes negative value, it is judged that the stored Throttle valve change value MΔθ of the previous cycle was a peak.

A throttle opening change Δθ is calculated by the device 84 for detecting a throttle opening from a detection information from the throttle sensor 14 and output as data.

A device 85 for detecting the restraint (referred to in FIG. 1 as a binding device) is provided for the device 84 for detecting a throttle opening.

The prohibition detection device 85 outputs a detection prohibition signal for prohibiting the detection of a change in throttle opening at a predetermined stage, which is around a throttle opening value at full opening before the actual delivery degree Evr reaches a value such as Throttle opening value corresponds to full opening. An area in which the actual degree of delivery Evr is higher than 95% of the value when fully opened is determined as the detection prevention area. Thus, by the prohibition area judging means (referred to as prohibition judgment in Fig. 1) from a judgment characteristic for a detection prohibition area in Fig. 5, it is judged whether the actual delivery rate Evr is in the detection prohibition area (an area where it is higher) as a detection prohibition value on the characteristic) or not. Then, when it is judged by the prohibition area judging means 82 that the actual delivery degree Evr is within the detection prohibition range, a detection prohibition signal is output from the prohibition detection means 85 to the throttle opening detection means 84 .

When the detection is prevented by the means 85 for detecting the ligation, 4 stores the means 84 for detecting a throttle opening a value MΔθ the time of this stopping the recording, and then also the value stored MΔθ holds a predetermined period of time long.

For example, if a state in which the stored value MΔθ remains substantially constant and does not change continues after showing some increase, the throttle opening detection means 84 holds the stored value MΔθ for a predetermined period of time (a hold time for a storage of a value) if such a state in which the stored value MΔθ is substantially constant lasts for a longer period of time than such a predetermined period of time.

However, if the state in which the stored value MΔθ in is essentially constant, takes a shorter period of time as the holding section for the stored value, the stored value MΔθ only in the elapsed period held. After that, the stored value becomes MΔθ in any case  deleted. A holding portion of the stored value MΔθ of from the point in time at which detection is prevented be made a storage value holding section.

Accordingly, the data of the throttle opening change Evr is not substantially transmitted to the delivery degree correcting device 83 when the actual delivery degree Evr reaches a range in which it is higher than the full opening value. It follows that a correction of a delivery degree Ev is stopped at the correction device 83 for a delivery degree.

A basic ignition timing can be determined from the ignition timing characteristic line MP3 in accordance with an actual engine speed Ne, which is detected by the engine speed sensor 21 , and a delivery rate Evm for determination from a basic ignition timing curve, which can be achieved by a suitable acceleration correction of the actual delivery rate Evr in this way by the Correction device 83 for the degree of delivery is obtained.

The relationship between the cooling water temperature Wt and the lead angle amount θ _{WT is} stored in the water temperature correction characteristic curve MP5. The relationship between them is such that the higher the cooling water temperature, the smaller the lead angle amount θ _WT .

The relationship between the intake air temperature AT and a deceleration or lead angle amount θ _{AT is} stored in the intake air temperature correction characteristic MP7. The relationship between them is such that the lead angle amount is increased when the intake air temperature AT is high and low, but the lead angle amount is zero when the intake air amount AT is at a medium level.

The idle stabilization correction characteristic curves MP8 are provided, for example, for proportional control (P control) and differential control (D control). The relationship between the engine speed Ne and an ignition timing information θ _{IDP is} stored in the idling stabilization correction characteristic MP8 for P control. The relationship between them is such that the ignition timing is retarded when the engine speed Ne is higher than an ISC-aimed engine speed Ne₀, which is set by an adjusting means 73 for setting an ISC (idle speed control) aimed engine speed. However, the ignition timing is brought forward when the engine speed Ne is lower than the engine speed Ne₀ aimed at by the ISC. The relationship between the engine speed change ΔNe and the ignition advance information θ _{IDD is} stored in the idling stabilization correction characteristic curve MP8 for a D control. The relationship is such that the ignition timing is retarded when the engine speed shows a rising tendency, but the ignition timing is advanced when the engine speed shows a decreasing trend. However, an insensitive area is provided in both cases to prevent oscillation.

The Grundzündverstellungsdaten θ _o from the setting means 58 for the base ignition timing and the water temperature correction data θ _WT from the water temperature Korrektureinrich processing 59 are added by an adder 63rd The intake air temperature data θ _AT from the intake air temperature correcting device 61 is appropriately corrected in accordance with the operating state of the internal combustion engine by an operating state correcting device 69 . The data from the operating state correction device 69 are added to the data (θ _o + θ _WT ) from the adder 63 by another adder 65 . The output data of the adder 65 is added to the idle stabilization data θ _IDP and θ _IDD from the idle stabilization correcting device 62 and transmitted to an adjustment control section (control device) 68 .

A switch 67 is arranged between the idling stabilization correction device 62 and the adding device 66 . The switch 67 is closed when the idle switch 15 is switched on when the internal combustion engine is idling. In the other cases, however, it is open.

The shift control section 68 determines an ignition timing from such basic ignition timing data θ _o as described above and in which various correction data (θ _WT , θ _AT , θ _IDP , θ _IDD ) are contained, and outputs an ignition timing control signal.

A fuel injection control signal is output from the CPU 27 by an injector driver as shown in Fig. 3 so that, for example, four injectors 8 are successively driven.

The arrangement for controlling the engine ignition adjustment is constructed as an embodiment of the invention in the manner described above. A method for setting an ignition advance is described below with the aid of the flow diagrams of FIGS . 4a to 4c.

Fig. 4a shows a main routine for setting an ignition position; FIG. 4b shows a crank interrupt routine is executed at each bottom dead center to 90 ° of the cylinder in response to a crank pulse (during each working cycle, that is, at every crank angle of 180 °); and Fig. 4c shows an acceleration state detection routine which is a timer interrupt routine which is executed every 10 ms, for example, by a timer interrupt.

The crank interrupt routine will be described first. As shown in FIG. 4b, a last-adjusted ignition timing SA from before each ignition of each cylinder is set on the ignition driver 53 (at a point in time that is 90 ° from bottom dead center) (step b1). Then the ignition driver 53 is triggered (step b2). Then, the actual delivery rate calculator 81 calculates a value A / N (intake air amount / engine speed) corresponding to detection information A and Ne from the air flow sensor 11 and the engine speed sensor 21 (step b3). Then, the detection information (engine speed) Ne is fetched from the engine speed sensor 21 (step b4). Then, in a step b5, it is judged whether a flag FLG, which was set at a point in time at which the throttle opening change Δθ reaches its peak, or at another point in time, at which the actual degree of delivery Evr one for assessing the prevention of detection set threshold value Evs exceeds, is in a set state or not. If the judgment is YES, the control sequence proceeds to step b6, where a count COUNT is increased, after which the control sequence proceeds to step b7. Here in step b7, it is judged whether the count value COUNT is N (here N = 5) or not. If the count COUNT is not equal to N, the control sequence goes back. In the opposite case, when the count COUNT is N, the control sequence goes to step b8. The flag FLG is deleted in step b8. Then, in a next step b9, a stored value MΔθ of a throttle opening change is deleted, whereupon the control sequence returns.

On the other hand, if the judgment at step b5 is NO, the control sequence returns directly.  

In the following, the acceleration state detection routine will be described, which is an interrupt routine that is performed every 10 ms, for example. As shown in Fig. 4c, first a throttle opening θ detected by the throttle sensor 14 is read (step c1) and then a throttle opening change Δθ (= θ - Mθ) from the throttle opening θ and another throttle opening Mθ of a previous cycle, which are calculated in the Memory is stored (step c2). Then, in a step c3, it is judged whether or not the engine is in an acceleration state, depending on whether the throttle opening change Δθ is larger than an insensitive acceleration range (0 to ΔθS) near 0 (in short, Δθ <ΔθS). When the engine is in an acceleration state, the control sequence goes to step c4, in which it is judged whether the current throttle opening change Δθ is larger than a previous cycle throttle opening change MΔθ stored in the memory or not. In the event that Δθ is higher than MΔθ, it is then determined that the throttle opening change Δθ increases and is not at a peak, and the control sequence goes to step c5, in which it is judged whether the flag FLG is in a set state that is 1 or not. If the judgment is YES, the control sequence goes to step c10. However, if the judgment is NO, then the control sequence goes to step c6 in which the throttle opening change Δθ of the current control cycle is stored as a stored value MΔθ, and then to step c7 in which the count value COUNT is cleared to 0.

Then the control sequence proceeds to step c10, in which the Throttle opening θ of the current control cycle as stored Value Mθ is stored, whereupon the control sequence returns. If it is judged at step c3 that the engine is not is in an acceleration state, the control sequence returns  immediately back. If the throttle opening change Δθ at Step c4 is not in a rising state, which goes Control sequence proceeds to step c8, in which it is judged whether the Count COUNT is 0 or not. If the judgment is YES is, d. H. if the throttle opening change Δθ to immediately previously had an upward trend, then the tax rate will go go to step c9 where the FLG flag is set to 1 the tax sequence returns. If the appraisal If step c8 is NO, the control sequence returns immediately back.

While the subroutines described above are being carried out cyclically, a main routine for setting a basic ignition advance, as shown in FIG. 4a, is being carried out. In the routine shown in Fig. 4a, an actual delivery rate Evr is first determined from a ratio A / N (intake air amount / engine speed) by the calculator 81 for the actual delivery rate (step a1). Then, at step a2, it is judged whether the flag FLG is in a set state, that is, whether or not it is in a holding portion for a throttle opening amount Δθ. If the judgment here is YES, then the control sequence goes to step a6.

On the contrary, if the judgment is NO, the control sequence goes to step a3, in which it is judged whether the actual delivery degree Evr is higher than the threshold value Evs prohibiting detection or not. If the judgment is YES, the flag FLG is set at step a4. In contrast, if the judgment is NO, then the control sequence goes to step a5. The judgment at step a3 can be carried out based on the judgment characteristic shown in FIG. 5 for a detection prohibition area on the actual degree of delivery Evr and an engine speed Ne.

In a step a5, the speed _coefficient K _EVNE for correcting the ignition timing during acceleration is determined in _accordance with the engine speed Ne. The engine speed Ne and the speed _coefficient K _EVNE for correcting the ignition timing upon acceleration have the relationship shown in FIG. 9. Accordingly, such a coefficient K _EVNE can be _determined from a characteristic as shown in FIG. 9.

The actual delivery level Evr is shown below corrected equation (1) given above

Evm = Evr + (MΔθ × G) XK _EVNE

is to obtain a degree of delivery Evm for determination from the ignition timing characteristic. In the above equation, G is G _TH / 4.

Then, in step a7, the basic ignition advance data SA _{o are set in} accordance with an ignition advance characteristic curve MAP3, which takes into account a delivery degree Evm and an engine speed Ne. Then, at the next step a8, ignition advance correction data SA 1 are set in accordance with other operating data (e.g., θ _WT , θ _AT , θ _IDP , θ _IDD ).

In a subsequent step a9, an ignition timing SAaus = Sa₀ + SA₁ is calculated from the basic ignition timing data SA _o and the ignition timing correction data SA₁. The control sequence then returns to step a1.

The ignition advance SAus set in this way is used to set an ignition driver which is actuated in the crank interruption routine described above with reference to FIG. 4b.

If the throttle opening change Δθ during the correction during the acceleration peaks accordingly the count value COUNT is no longer in the acceleration state Collection routine reset. As a result of this or if the actual delivery rate Evr exceeds the threshold Evs, the FLG brand is set in such a way that counting in the Crank interrupt routine continues. Then a Zündver position SAaus, which is responsive to a delivery level Evm Determination from the ignition timing characteristic based on the Throttle opening change Δθ was set, which kept was when the throttle opening change Δθ peaked reached or as the delivery level Evr the threshold Evs exceeded, four work cycles for setting one in the crank interrupt routine actuated ignition driver ver turns until the COUNT count reaches 5 after the throttle opening change Δθ reaches its peak or after the actual delivery rate Evr exceeds the threshold Evs, d. H. for a period in which the count COUNT is one Assumes a value from 1 to 4.

Then the stored value MΔθ becomes a throttle opening Change in step b9 of the crank interrupt routine to 0 set after the count COUNT has changed to 5.

After that, the FLG brand remains in a set state, even if the Throttle opening change Δθ again reached a peak value and acceleration at step c4 of acceleration state detection routine is judged and it will not Update the stored value MΔθ for a previous one agreed period of time when the actual Degree of delivery Evr within a range with a certain  Width by the value at full opening remains (of an area in which the actual delivery rate Evr is greater than 95% of the Value at full opening). As a result, the tax rate ge in a state in which the stored value MΔθ equals MΔθ = 0, from step a2 to step a6 in the main routine further. Accordingly, no correction of a delivery level Evr performed, but an actual delivery level Evr, which at Step a1 was determined to determine the delivery level Evm the ignition timing adopted.

Such a specific acceleration example as described so far corresponds to a throttle operation shown in FIG. 6, in which the curves (a) to (f) correspond to the curves (a) to (f) of FIG. 10, respectively.

If the throttle opening θ changes in a manner as shown by the curve (a) of FIG. 6, then the throttle opening change Δθ has two peaks h1 and h2 with a small time difference. Thus, it is assumed that the actual delivery rate Evr reaches a value around its peak value when the throttle opening θ takes the first peak value, and the actual delivery rate Evr is thereafter kept at such a value around the peak value even when the throttle opening θ increases changes from P1 to P2.

In the meantime, a detected value of the throttle opening change Δθ is held for four work cycles of the ignition after it has taken the first peak value h1 (see curve (c) of FIG. 6). A correction amount for the degree of delivery Evm for determining the ignition timing is held accordingly (see the hatched section of curve (d) in FIG. 6). However, since the actual degree of delivery Evr enters the detection prohibition area at that time, which is higher than the aforementioned threshold value Evs, detection of the throttle opening change Δθ is inhibited.

As a result, a detected value of the throttle opening change Δθ is not updated thereafter. As a result, a detected value of the throttle opening change Δθ is prevented from being held at a value of a suitable size even if the throttle opening θ again peaks after taking the first peak P1 (see section h2 of curve (c) of Fig. 6). Consequently, a value of the delivery degree Evm is also prevented from being determined from the ignition timing characteristic (see section H2 of curve (d) in FIG. 6).

As a result, a deceleration correction is no longer unnecessarily repeated after a transient knock on acceleration has been prevented, even if the course of acceleration is as special as described above (see section R1 of curve e of FIG. 6). Thus, the output of the internal combustion engine can be increased quickly after a transitional knock has been prevented during acceleration, and a desired acceleration of the internal combustion engine can be carried out safely in every acceleration course.

Figure 4d shows a modification of the main routine of Figure 4a. The device 84 for detecting a throttle opening can be configured such that, as shown in a control diagram in FIG. 4d, a stored value MΔθ of a change in the throttle opening is deleted (step a4 ′) when an actual degree of delivery Evr reaches a threshold value Evs exceeds (in short, registration is prevented). In this case, the above-mentioned embodiment ( Figs. 4b and 4c) can be used as such a controller.

The coverage area of the actual delivery  grades Evr is not based on the design described above limited, but can be close to an appropriate area of a value can be set at full opening.

Furthermore, the temporal stop portion is a peak corresponding to a number of cylinders of an internal combustion engine and for set a period in which each cylinder once a Ignition. However, it is not the same as the one above described embodiment limited.

With the arrangement according to the invention for controlling an engine ignition timing can be a suitable ignition timing in ver different acceleration profiles can be set and a Knocking during acceleration can be prevented, taking a unfavorable influence on rapid acceleration of the internal combustion engine is minimized so that smooth acceleration is realized can be. Accordingly, the arrangement for controlling the Engine ignition timing for use in ignition timing Control of an internal combustion engine attached to an automobile is suitable.

Claims (18)

1. Arrangement for controlling the ignition timing in an internal combustion engine, with

• - A device ( 84 ) for detecting a throttle opening (θ) of the internal combustion engine and for calculating a throttle opening change (Δθ) on the basis of a value obtained by such a detection,
• - A calculation device ( 82 ) for a degree of delivery for calculating an effective degree of delivery (Evm), the calculation device ( 82 ) for the degree of delivery a computing device ( 81 ) for an actual degree of delivery for calculating an actual degree of delivery (Evr) based on an actual intake air quantity (A) and an actual speed (Ne) of the internal combustion engine and a correction device ( 83 ) for the degree of delivery, which corrects the actual degree of delivery (Evr) on the basis of information taking into account the throttle opening change (Δθ) so that the actual degree of delivery (Evr) increases with the change in throttle opening (Δθ),
• - An ignition timing adjustment device ( 58 ) for setting an ignition timing according to the speed (Ne) of the internal combustion engine and another parameter,
• - A control device ( 68 ) for developing an ignition timing control signal on the basis of the ignition timing adjusted by the ignition timing adjustment device ( 58 ), and
• - Ignition devices ( 18 ) which can be actuated in response to receipt of the ignition timing control signal, characterized in that
• - That the further parameter for the setting of the ignition timing is the effective delivery rate (Evm) and
• - That a device ( 85 ) for preventing a detection activity of the device ( 84 ) for detecting the throttle opening is provided when the actual degree of delivery (Evr) when accelerating the internal combustion engine exceeds a predetermined threshold value, which is a value of the throttle opening in the Is close to a value when fully opened.

2. Arrangement for controlling the ignition timing in an internal combustion engine according to claim 1, characterized in that

• - That it is constructed so that the device ( 84 ) for detecting a throttle opening, the throttle opening changes (Δθ) for each predetermined section updates and stores and
• - That the correction device ( 83 ) for the degree of delivery uses a stored value (MΔθ) of the throttle opening change (Δθ) as information that takes into account the throttle opening change (Δθ).

3. Arrangement for controlling the ignition timing of an internal combustion engine according to claim 2, characterized in that it is constructed in such a way that the device ( 84 ) for detecting a throttle opening holds the stored value (MΔθ) for a predetermined period of time, which at a time Time was saved at which their detection is prevented by the device ( 85 ) for detecting a prohibition. 4. Arrangement for controlling the ignition timing of an internal combustion engine according to claim 3, characterized in that it is constructed in such a way that the device ( 84 ) for detecting the throttle opening holds the stored value (MΔθ) for the predetermined storage value holding section when the Section in which the state of the stored value (MΔθ does not change, is the same length or longer than / as a predetermined memory value holding section after an increasing tendency of the stored value (MΔθ) has ended but the stored one The value (MΔθ) holds for the elapsed time when such a section in which the state of the stored value (MΔθ) does not change remains shorter than the predetermined storage value holding section. 5. Arrangement for controlling the ignition timing of a burner Engine according to claim 4, characterized in that the predetermined period of time for holding a saved value after a time when an acquisition is prevented, is set so that it is equal to predetermined holding section for the stored value is. 6. Arrangement for controlling the ignition timing of an internal combustion engine according to claim 5, characterized in that it is constructed so that the device ( 84 ) for detecting a throttle opening deletes its stored information after the predetermined storage value holding section. 7. Arrangement for controlling the ignition timing of an internal combustion engine according to claim 6, characterized in that the threshold value of the device ( 85 ) for detecting a suppression is set so that it is substantially equal to 95% of the delivery rate, which is the value of the throttle opening at full opening. 8. Arrangement for controlling the ignition timing of an internal combustion engine according to claim 2, characterized in that it is constructed in such a way that the device ( 84 ) for detecting the throttle opening deletes the stored value (MΔθ) at a time at which detection by the device ( 85 ) for detecting a prohibition is prevented. 9. Arrangement for controlling the ignition timing of an internal combustion engine according to claim 8, characterized in that it is constructed such that the device ( 84 ) for detecting the throttle opening holds the stored value for the predetermined memory value holding section, if a section in which does not change the state of the stored value (Δθ) is the same as or longer than a predetermined stored value holding section after an increasing tendency of the stored value (MΔθ) comes to an end, but the stored value (MΔθ) for the elapsed one Time stops when such a section in which the state of the stored value (MΔθ) does not change is shorter than the predetermined storage value holding section. 10. Arrangement for controlling the ignition timing of an internal combustion engine according to claim 9, characterized in that it is constructed such that the device ( 84 ) for detecting the throttle opening deletes its stored information after the predetermined memory value holding section has expired. 11. Arrangement for controlling the ignition timing of an internal combustion engine according to claim 10, characterized in that the threshold value of the device ( 85 ) for detecting a prohibition is set so that it is Chen Chen wesentli 95% of a degree of delivery, which is a value of the throttle opening full opening corresponds. 12. Arrangement for controlling the ignition timing of a burner Engine according to claim 2, characterized in that it is constructed so that the ignition timing responds based on a cooling water temperature of the internal combustion engine ne is controlled. 13. Arrangement for controlling the ignition timing of a burner Engine according to claim 12, characterized in that it is constructed so that the ignition timing so is set that your set lead angle value the smaller the higher the cooling water temperature. 14. Arrangement for controlling the ignition timing of a burner Engine according to claim 2, characterized in that it is constructed so that the ignition timing responds based on an intake air temperature of the internal combustion engine ne is controlled. 15. Arrangement for controlling the ignition timing of a burner Motor machine according to claim 14, characterized in that the ignition timing is set so that it is in Areas where the temperature of the Intake air is high and low, but in another area is neither brought forward nor delayed. 16. Arrangement for controlling the ignition timing of a burner Engine according to claim 2, characterized in that it is constructed so that the ignition timing during of the engine idle based an information is controlled that a speed of the Internal combustion engine considered.   17. Arrangement for controlling the ignition timing of a burner Motor machine according to claim 16, characterized in that it is structured in such a way that the information that the Engine speed taken into account, the rotation number of the internal combustion engine itself, and the Zündver position is delayed when the speed of the combustion engine exceeds a target speed, which are set in response to the idle information is, however, the ignition timing is brought forward when the Engine speed is less than that target speed. 18. Arrangement for controlling the ignition timing of a burner Motor machine according to claim 16, characterized in that it is structured in such a way that the information that the Engine speed taken into account, a Engine speed change is, and the Ignition advance is retarded when the speed of the Internal combustion engine has an upward trend that Ignition advance is brought forward when the engine speed the internal combustion engine has a decreasing tendency.